JP6368851B2 - Body structure - Google Patents

Description

  The present invention relates to a vehicle body structure, and more particularly to a vehicle body structure around a dash lower panel.

  For example, in Patent Document 1, in a vehicle body lower structure including left and right side sills extending in the longitudinal direction of the vehicle body along an outer end in the vehicle width direction of the vehicle body, the vehicle width is coupled to the front ends of the left and right side sills. A dashboard cross member extending along the direction (dash cross member), an outrigger coupled to the rear ends of the front side frames, coupled to the front ends of the left and right side sills, and extending along the vehicle width direction; A dashboard lower (dash lower panel) having a wheel house portion (wheel arch shape portion) is sandwiched and joined between the dashboard cross member and the outrigger. It is disclosed. According to this, the amount of retreat of the dashboard lower when the narrow offset collision load is applied is reduced.

JP 2013-169806 A (Claim 1, FIG. 1)

  In the above-described conventional example, the front end of the tunnel member connected to the center portion in the vehicle width direction of the dash lower panel is reinforced by the dash cross member. Therefore, when the engine retreats at the time of a front collision, the front end of the tunnel member may interfere with the engine, and a large deceleration acceleration may be applied to the occupant.

In the lower body structure of Patent Document 1, a vertical member extends in the vertical direction at the center of the dashboard lower.
However, it is difficult to sufficiently suppress engine vibration only by reinforcing the center of the dash lower panel with a vertical member. For this reason, it is necessary to increase the thickness of the dash lower panel or increase the damping material, leading to an increase in weight and cost.

The present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle body structure with improved shock absorption capability at the front end of a tunnel member.
Furthermore, an object of the present invention is to provide a vehicle body structure capable of reducing vibration of a dash lower panel while suppressing an increase in plate thickness and damping material.

  In order to achieve the above object, a vehicle body structure according to the present invention comprises a dash lower panel that partitions a power source device room and a vehicle compartment, and a closed cross section that is provided in the dash lower panel and extends in the vehicle width direction. A dash cross member, and a tunnel member provided in the vehicle width direction central portion of the dash lower panel and extending in the front-rear direction in a groove shape that opens downward, and the dash cross member has a vehicle width in a plan view. The tunnel member has a tunnel closed cross-section that forms a part of the center of the dash cross member, and a front side of the tunnel closed cross-section. A front fragile portion provided, and a tunnel main body portion provided on the rear side of the tunnel closed cross-section portion, the front fragile portion is configured to be resistant to a load from the front. Wherein the compressive strength is less than.

  According to such a configuration, the dash cross member has a convex shape in which the central portion is positioned forward of both ends in the vehicle width direction in plan view. For example, when the power source device is retracted due to a full flat collision or the like. In addition, the central portion of the dash cross member is first pressed by the power source device. And the front weak part provided in the front side of the tunnel closed section which constitutes a part of the center part of the dash cross member is a load from the front rather than the tunnel main body part arranged behind the tunnel closed section. On the other hand, since the compressive strength is low, when the power source device moves backward, the front weak portion is crushed before the tunnel main body, so that the collision energy can be absorbed. Therefore, the acceleration of deceleration applied to the occupant can be reduced.

  Further, the dash cross member is joined to the vehicle interior side surface of the dash lower panel on both sides of the tunnel member, and forms a closed cross section in cooperation with the dash lower panel, and the tunnel member A tunnel closed cross-section forming member that is joined to a surface opposite to the passenger compartment and forms a closed cross-section in cooperation with the tunnel member, and the tunnel closed cross-section forming member is a side wall of the tunnel member. It is preferable to have a configuration in which the panel closed section forming member is joined via

  According to such a configuration, the panel closed cross-section forming member is joined to the surface of the dash lower panel on the passenger compartment side, and the tunnel closed cross-section forming member is joined to the surface of the tunnel member opposite to the passenger compartment. The amount of offset in the vertical direction of the closed section formed by the closed section forming member and the closed section formed by the tunnel closed section forming member is reduced. Therefore, the bending strength of the dash cross member can be increased.

  Further, the tunnel member has a rear fragile portion provided between the tunnel closed cross-section portion and the tunnel main body portion, and the rear fragile portion is free from a load from the front. It is preferable that the compression strength is lower than that.

  According to such a configuration, the tunnel member has the rear fragile portion having a lower compressive strength than the tunnel main body portion with respect to the load from the front, between the tunnel closed cross-section portion and the tunnel main body portion. The amount of collision energy absorbed increases along with the weak part. Therefore, the acceleration of deceleration applied to the occupant can be further reduced.

  The panel closed cross-section forming member is connected to a pair of vehicle width direction members installed in parallel to the vehicle width direction on both sides of the tunnel member in the vehicle width direction, and to the outer end of the vehicle width direction member, It is preferable that a pair of rearwardly inclined members positioned rearward as it goes outward in the vehicle width direction is configured such that the pair of vehicle width direction members are connected by the tunnel closed section forming member.

  According to such a configuration, the pair of vehicle width direction members are connected by the tunnel closed cross-section forming member, and the outer end portions of the pair of vehicle width direction members are supported by the pair of rearward inclined members that function like braces. It becomes a state. Therefore, when the power source device is retracted due to the front collision, the center portion of the dash cross member formed by the pair of vehicle width direction members and the tunnel closed cross-section forming member is easily bent backward in an arcuate shape. Deformation is promoted. Therefore, the acceleration of deceleration applied to the occupant can be further reduced.

  Moreover, it is preferable that the said vehicle width direction member is set as the structure whose bending strength is lower than the said back inclination member with respect to the load from the front.

  According to such a configuration, the vehicle width direction member has lower bending strength than the rear inclined member with respect to the load from the front, so the dash cross formed by the pair of vehicle width direction members and the tunnel closed cross-section forming member The central part of the member is more easily bent backward in an arcuate shape.

  The tunnel member is joined to the dash lower panel and is inclined so as to be positioned upward as it goes forward, and the tunnel main body portion is connected to the rear end of the front tunnel member and extends substantially horizontally. It is preferable that the tunnel closed cross-section portion and the front weakened portion be provided in the front tunnel member.

  According to such a configuration, the tunnel closed cross-section portion and the front weak portion are provided on the front tunnel member that is inclined so as to be positioned upward as it goes forward, so that the deformation of the front weak portion is promoted. Moreover, since the rear side tunnel member which comprises a tunnel main-body part is connected with the rear end of the front side tunnel member, and extends substantially horizontally, a deformation | transformation is suppressed. Therefore, it is possible to achieve both the acceleration of collision energy absorption and the suppression of deformation of the passenger compartment.

  The pedal bracket further includes a pedal bracket for supporting a vehicle pedal, and the pedal bracket is joined to the dash lower panel across the vehicle width direction member and has a clearance in the front-rear direction with respect to the vehicle width direction member. It is preferable to have a configuration.

  According to such a configuration, the pedal bracket is joined to the dash lower panel across the vehicle width direction member and has a clearance in the front-rear direction with respect to the vehicle width direction member. It can suppress that a vehicle width direction member interferes with a pedal bracket when it bends.

  The dash lower panel further includes a wheel arch-shaped portion that constitutes a part of the wheel arch, and further includes a reinforcing panel that covers the wheel arch-shaped portion from the vehicle interior side, and the rearward inclined member includes the reinforcing panel and It is preferable that the structure is formed integrally.

  According to such a configuration, since the backward inclined member is formed integrally with the reinforcing panel, the function of supporting the central portion of the dash cross member like a brace is enhanced. Therefore, the center part of the dash cross member is easily bent.

  In addition, a bead-shaped portion is formed on the upper wall of the tunnel member so that a surface on the vehicle compartment side rises along the tunnel closed cross-section forming member, and a surface opposite to the vehicle compartment side is concave. It is preferable that a closed section is formed by the portion and the tunnel closed section forming member.

  According to such a configuration, since the closed section is formed on the upper wall of the tunnel member by the bead-shaped portion and the tunnel closed section forming member, the rigidity of the tunnel closed section is improved. Therefore, it is possible to promote the deformation of the front weak portion provided on the front side of the tunnel closed cross section.

  Furthermore, a vehicle body structure according to the present invention includes a dash lower panel that partitions a power source device room and a vehicle compartment, a tunnel member that is provided at a center portion in the vehicle width direction of the dash lower panel and extends in the front-rear direction, and the tunnel A vertical member extending upward from the front end of the member and joined to the dash lower panel; and a pair of left and right upper horizontal members extending outward from the vertical member in the vehicle width direction and joined to the dash lower panel; A front side frame extending in the front-rear direction in the power source device chamber and having a rear end joined to the dash lower panel, and an outer end in the vehicle width direction of at least one of the upper lateral members is It overlaps with the rear end part of the front side frame in the vehicle width direction.

  According to such a configuration, the vehicle width direction outer end portion of at least one upper horizontal member overlaps the rear end portion of the front side frame in the vehicle width direction. The end portion increases the rigidity of the dash lower panel in the vicinity of the rear end portion of the front side frame. Thereby, it is possible to reduce vibrations of the dash lower panel and the front side frame while suppressing an increase in the thickness of the dash lower panel and an increase in the number of vibration damping materials attached.

  The tunnel member is formed in a groove shape that opens downward, and has a tunnel ridge line portion that is a pair of left and right ridge lines extending in the front-rear direction on the upper surface, and the vertical member is separated in the vehicle width direction. It is preferable that the pair of left and right vertical members is arranged so that the lower ends of the pair of left and right vertical members are abutted and joined to the pair of left and right tunnel ridge lines.

  According to such a configuration, the tunnel member is formed in a groove shape opening downward, and has a pair of left and right tunnel ridges extending in the front-rear direction on the upper surface, so that the plate thickness and cross section of the vertical member are reduced. However, sufficient reinforcement of the dash lower panel is possible. Furthermore, the lower end portions of the pair of left and right vertical members are abutted and joined to the pair of left and right tunnel ridges, and the pair of left and right vertical members are arranged separately in the vehicle width direction, so that the deformation of the center portion of the dash lower panel It is possible to improve the handling feeling given to the occupant while allowing

  Further, one of the upper horizontal members is disposed on the outer side in the vehicle width direction, and includes a master cylinder mounting bracket for mounting a brake master cylinder, and a brace portion connecting the master cylinder mounting bracket and the vertical member. It is preferable.

  According to such a configuration, since the master cylinder mounting bracket is connected to the vertical member via the brace portion, the mounting strength of the brake master cylinder is improved.

  The other upper lateral member includes a lateral bone portion that is formed in a groove shape that opens toward the dash lower panel and extends in the vehicle width direction, and is controlled to extend from the lateral bone portion along the dash lower panel. It is preferable that the plate-like vibration control unit with the vibration material attached is integrally formed.

  According to such a configuration, in the other upper lateral member, since the lateral bone portion and the vibration damping portion are integrally formed, the vibration damping performance and productivity of the other upper lateral member are improved.

  Further, a joint cover that covers a gap between the steering shaft penetrating the dash lower panel and the dash lower panel from the power source device chamber side, the joint cover sandwiching the dash lower panel, the master cylinder mounting bracket, It is preferable that the structure is joined to the brace part.

  According to such a configuration, the joint cover is joined to the master cylinder mounting bracket and the brace portion with the dash lower panel interposed therebetween, so that a reduction in rigidity due to the opening of the dash lower panel is reduced and vibration damping is improved. Can do.

  Further, a reinforcing panel that covers a wheel arch-shaped portion provided at a vehicle width direction end portion of the dash lower panel from a vehicle compartment side, and a lower portion that configures a dash cross member by connecting between the reinforcing panel and the tunnel member Preferably, the joint cover is joined to the reinforcing panel and the lower lateral member with the dash lower panel interposed therebetween.

  According to such a configuration, since the joint cover is joined to the reinforcing panel and the lower horizontal member with the dash lower panel interposed therebetween, the rigidity reduction due to the opening of the dash lower panel is further reduced, and the vibration damping performance is further improved. be able to.

  The dash upper panel further includes a dash upper panel that is provided above the dash lower panel and extends in the vehicle width direction in a groove shape that opens upward, and the dash upper panel has a rear inclined surface that is positioned upward as it goes rearward. Preferably, the upper end of the vertical member is joined to the rear inclined surface.

  According to such a configuration, since the upper end portion of the vertical member is joined to the rear inclined surface located upward as it goes rearward, vibrations in the vertical direction and the front-rear direction can be suppressed.

ADVANTAGE OF THE INVENTION According to this invention, the vehicle body structure which improved the impact absorption capability of the front-end part of a tunnel member can be provided.
Further, according to the present invention, it is possible to provide a vehicle body structure capable of reducing the vibration of the dash lower panel while suppressing an increase in the plate thickness and the damping material.

It is the perspective view which looked down at the vehicle body structure concerning this embodiment from the right rear upper part. It is the rear view which looked at the vehicle body structure from the rear side. It is the bottom view which looked up at the vehicle body structure from the lower side. It is the perspective view which expanded and showed the left half part of the vehicle body structure of FIG. It is a vertical sectional view in the direction of arrows VV in FIG. It is a horizontal sectional view in the VI-VI arrow view of FIG. It is a horizontal sectional view in the VII-VII arrow of FIG. It is a vertical sectional view in the direction of arrows VIII-VIII in FIG. FIG. 3 is a vertical sectional view taken along arrow IX-IX in FIG. 2. It is the top view which looked down at the vehicle body structure from the top. It is the rear view which looked at the front side tunnel member from the rear side. It is the front view which isolate | separated and showed the tunnel closed cross-section formation member in the state which looked at the front side tunnel member from the front side. It is a substantially horizontal sectional view in the XIII-XIII arrow view of FIG. It is a vertical sectional view in the XIV-XIV arrow view of FIG. It is a vertical sectional view in the direction of arrows XV-XV in FIG. It is sectional drawing which shows the deformation | transformation state of the vehicle body structure at the time of front collision, (a) shows before a collision, (b) shows after a collision. It is a top view which shows the deformation | transformation state of the vehicle body structure at the time of front collision. It is the rear view which looked at the vehicle body structure from the rear side. It is the rear view which looked at the center part of the vehicle body structure from the rear side. It is a horizontal sectional view in the direction of arrows XX-XX in FIG. FIG. 20 is a vertical sectional view taken along the arrow XXI-XXI in FIG. 19. It is the rear view which looked at the left half part of the vehicle body structure from the rear side. It is a horizontal sectional view in the direction of arrows XXIII-XXIII in FIG. It is a vertical sectional view in the direction of arrows XXIV-XXIV in FIG. It is the rear view which looked at the right half part of the vehicle body structure from the rear side. FIG. 26 is a vertical sectional view taken along arrow XXVI-XXVI in FIG. 25. It is the front view which looked at the left half part of the vehicle body structure from the front side. It is the rear view which looked at the left half part of the vehicle body structure from the rear side. FIG. 29 is a vertical sectional view taken along arrow XXIX-XXIX in FIG. 28.

  Embodiments of the present invention will be described in detail with reference to the drawings as appropriate. The same components are denoted by the same reference numerals, and redundant description is omitted. When explaining the direction, it will be explained based on the front, back, left, right, top and bottom viewed from the driver. Further, “vehicle width direction” is synonymous with “left-right direction”.

  As shown in FIGS. 1, 2, and 3, an automobile V including a vehicle body structure 1 according to the first embodiment mainly includes a dash lower panel 10 that forms a front end portion of a passenger compartment 2, and a dash lower panel 10. Panel 20 from the side of the vehicle compartment 2, a side sill 50 with a front end connected to the vehicle width direction end of the dash lower panel 10 and extending in the front-rear direction, and a center portion in the vehicle width direction of the dash lower panel 10 And a dash cross member 80 which is provided on the dash lower panel 10 and forms a closed cross section extending in the vehicle width direction. Since the vehicle body structure 1 is formed substantially symmetrically, the following description will focus on the structure on the left side (driver's seat side).

  The dash lower panel 10 is a plate-like member that partitions the front power source device chamber 3 and the rear vehicle compartment 2 and is formed by bending a high-tensile steel plate into a predetermined shape by press molding, for example. The dash lower panel 10 includes a front plate portion 11 extending in the vertical direction and the vehicle width direction, an inclined portion 12 extending downwardly from the lower end of the front plate portion 11, and extending backward from the lower end of the inclined portion 12. It mainly includes a floor plate portion 13 extending substantially horizontally and a pair of wheel arch-shaped portions 14 formed at both ends in the vehicle width direction. In the following description, a portion other than the wheel arch-shaped portion 14 of the dash lower panel 10 may be referred to as a “general portion 15”.

  The wheel arch-shaped part 14 is a part constituting a part of a wheel arch (not shown) that covers the upper half of the front wheel of the automobile V. The wheel arch-shaped portion 14 is formed in a spherical shape that bulges toward the passenger compartment 2 and is provided so as to straddle the front plate portion 11 and the inclined portion 12. The ridge line portion 16 that becomes a boundary between the wheel arch-shaped portion 14 and the general portion 15 (mainly the front plate portion 11) is formed by a fold line (ridge line) formed by bending the dash lower panel 10 and extends in an arc shape in rear view. (See FIG. 2).

Further, the dash lower panel 10 has a concave notch 17 that opens downward in the center in the vehicle width direction. The cutout portion 17 is formed across the front plate portion 11, the inclined portion 12 and the floor plate portion 13. A tunnel member 30 to be described later is joined to the notch portion 17.
Further, the dash lower panel 10 has a dash flange portion 18 extending rearward from both ends in the vehicle width direction. The dash flange portion 18 is formed across the front plate portion 11, the wheel arch shape portion 14, the inclined portion 12, and the floor plate portion 13. A side sill 50 and a front pillar lower 4 (see FIG. 8) are joined to the dash flange portion 18. A floor panel is joined to the rear end portion of the floor plate portion 13.

  As shown in FIGS. 1, 2 and 4 to 7, the reinforcing panel 20 is a pair of left and right plate-like members that cover and reinforce each wheel arch-shaped portion 14 from the vehicle compartment 2 side. The reinforcing panel 20 is formed in a predetermined complex shape by, for example, applying a curved shape or an uneven shape to a high-tensile steel plate by hot stamping. The end portion on the vehicle inner side of the reinforcing panel 20 covers a part of the front plate portion 11 and the inclined portion 12 from the vehicle compartment 2 side beyond the wheel arch-shaped portion 14. The reinforcing panel 20 has a laterally closed cross-sectional portion 21 extending in the vehicle width direction and a vertical closed cross-sectional portion 24 extending in the vertical direction.

  The lateral closed cross-section portion 21 is a portion that forms a closed cross-section extending in the vehicle width direction in cooperation with the wheel arch-shaped portion 14. The laterally closed cross section 21 is formed by bulging a part of the reinforcing panel 20 toward the passenger compartment 2 side. In the present embodiment, the horizontal closed cross-section portion 21 includes a lower first horizontal closed cross-section portion 22 and a second horizontal closed cross-section portion 23 that is provided on the upper side away from the first horizontal closed cross-section portion 22. It is configured. In addition, the number of the horizontal closed cross-section parts 21 is not specifically limited.

  As shown in FIGS. 4, 5, and 6, the first horizontal closed cross-section portion 22 is formed in a substantially inverted L shape in a vertical cross-sectional view, and includes a vertical wall portion 22 a extending in the vertical direction, And an upper wall portion 22b extending forward from the upper end of the wall portion 22a. The first horizontal closed cross-section portion 22 extends along the lower ridge line portion 16 that becomes the boundary between the wheel arch-shaped portion 14 and the inclined portion 12. The reinforcing panel 20 is joined to the dash lower panel 10 by spot welding, for example, on the upper side and the lower side of the first laterally closed cross section 22. Thereby, the 1st horizontal closed cross section C1 enclosed by the 1st horizontal closed cross-section part 22 and the wheel arch-shaped part 14 is formed, and the lower part of the wheel arch-shaped part 14 is reinforced. A welding recess 22c is provided in the vicinity of the vehicle outer end of the vertical wall 22a. A lateral flange portion 22d that is bent backward is provided at an end of the first laterally closed cross-section portion 22 on the outer side in the vehicle width direction. The lateral flange portion 22d is joined to the dash flange portion 18 from the vehicle compartment 2 side. The first horizontal closed cross-section portion 22 of the reinforcing panel 20 corresponds to a part of the “panel closed cross-section forming member” in the claims and also corresponds to the “rear inclined member”.

  As shown in FIGS. 4 and 5, the second horizontal closed cross-section portion 23 is formed in a groove shape that opens forward in a vertical cross-sectional view, and has a vertical wall portion 23 a that extends in the vertical direction, and a vertical wall portion. It has the upper wall part 23b extended ahead from the upper end of 23a, and the lower wall part 23c extended ahead from the lower end of the vertical wall part 23a. The second laterally closed cross-section portion 23 extends in the vehicle width direction along a substantially intermediate position in the vertical direction of the wheel arch-shaped portion 14. The reinforcing panel 20 is joined to the dash lower panel 10 by, for example, spot welding on the upper side and the lower side of the second laterally closed cross-section portion 23 (see * mark in FIG. 5). Thereby, the 2nd horizontal closed cross section C2 enclosed by the 2nd horizontal closed cross-section part 23 and the wheel arch-shaped part 14 is formed, and the intermediate part of the wheel arch-shaped part 14 is reinforced.

As shown in FIGS. 4 and 7, the vertical closed cross section 24 is a portion that forms a vertical closed cross section C <b> 3 extending in the vertical direction in cooperation with the wheel arch-shaped portion 14. The vertical closed section 24 is formed by bulging a part of the reinforcing panel 20 toward the vehicle compartment 2 side. In the present embodiment, the vertical closed cross-section portion 24 includes a plurality of vertical closed cross-section portions 24 that are separated from each other in the vehicle width direction. The number of the vertical closed cross-sections 24 is not particularly limited. Each vertical closed section 24 is formed in a groove shape that opens forward in a horizontal sectional view. The vertical closed cross section 24 has a smaller bulge amount (groove depth) than the horizontal closed cross section 21.
In the following description, among the plurality of vertical closed cross sections 24, the vertical closed cross section 24 located on the innermost side in the vehicle width direction may be referred to as an “innermost vertical closed cross section 25”.

  Each vertical closed cross section 24 intersects with the horizontal closed cross section 21 (orthogonal in the present embodiment). Specifically, each vertical closed cross-section portion 24 extends from the upper wall portion 22 b of the first horizontal closed cross-section portion 22 to the lower wall portion 23 c of the second horizontal closed cross-section portion 23. Further, the vertical closed cross section 24 other than the innermost vertical closed cross section 25 extends from the upper wall 23 b of the second horizontal closed cross section 23 to the upper edge 26 of the reinforcing panel 20. The innermost vertical closed cross-section portion 25 has a larger width dimension than the other vertical closed cross-section portions 24.

  As shown in FIG. 7, the reinforcing panel 20 is joined to the dash lower panel 10 by, for example, spot welding on the left and right sides of each vertical closed cross section 24 (see the mark * in FIG. 7). Thereby, the several vertical closed cross section C3 enclosed by each vertical closed cross-section part 24 and the wheel arch-shaped part 14 is formed, and the wheel arch-shaped part 14 is reinforced over the up-down direction. Further, as shown in FIGS. 4 and 5, the upper edge portion 26 of the reinforcing panel 20 is located above the ridge line portion 16 that becomes the boundary between the front plate portion 11 and the wheel arch shape portion 14 (on the wheel arch shape portion 14. The outer plate is joined to the front plate portion 11. Thereby, the ridge line portion 16 is reinforced by the reinforcing panel 20.

  As shown in FIGS. 1, 2, and 3, a tunnel member 30 is connected to the vehicle width direction center portion (notch portion 17) of the dash lower panel 10. The tunnel member 30 is a member that is bent and formed in a groove shape (tunnel shape, inverted U shape) that opens downward and protrudes upward, and extends in the front-rear direction. Inside the tunnel member 30 (downward), a propeller shaft, an exhaust pipe, and the like (not shown) are accommodated. The tunnel member 30 includes a front tunnel member 31 disposed on the front side, a rear tunnel member 32 connected to the rear end of the front tunnel member 31, and a surface of the front tunnel member 31 opposite to the vehicle compartment 2 (hereinafter, referred to as the tunnel member 30). The tunnel closed section forming member 33 joined to the rear surface may be referred to as “rear surface”. The tunnel member 30 will be described in detail later.

As shown in FIGS. 1, 4 and 6 (mainly FIG. 4), a lateral member 40 formed separately from the reinforcing panel 20 is installed between the reinforcing panel 20 and the tunnel member 30. .
The horizontal member 40 is a member that constitutes a so-called dash cross member 80 together with the first horizontal closed cross-section portion 22 that is the lowermost horizontal closed cross-section portion 21. The transverse member 40 is formed by, for example, bending a high-tensile steel plate into a predetermined shape by hot stamping. The horizontal member 40 is formed in a substantially inverted L shape in a vertical sectional view, the horizontal member vertical wall portion 41 extending in the vertical direction, and the horizontal member extending forward from the upper end of the horizontal member vertical wall portion 41. An upper wall portion 42, a horizontal member lower flange portion 43 extending downward and rearward from the lower end of the horizontal member vertical wall portion 41, and a horizontal member upper flange extending upward and forward from the front end of the horizontal member upper wall portion 42 A lateral member end flange portion 45 extending from the end of the lateral member 40 in the vehicle width direction (tunnel member 30 side) to the compartment 2 side along the side wall of the tunnel member 30. ing. The lateral member 40 corresponds to a part of the “panel closed section forming member” in the claims, and also corresponds to the “vehicle width direction member” and the “lower lateral member”.

  The lateral member lower flange portion 43 is joined to the inclined portion 12 of the dash lower panel 10. The lateral member upper flange portion 44 is joined to the front plate portion 11 of the dash lower panel 10. The lateral member end flange portion 45 is joined to the side wall of the front tunnel member 31. Further, the end of the lateral member 40 on the outer side in the vehicle width direction is joined to the end of the first laterally closed cross section 22 on the inner side in the vehicle width direction. A front end portion of a side sill 50 which will be described later is joined to an end portion of the first laterally closed cross-section portion 22 on the outer side in the vehicle width direction. Accordingly, the first horizontal closed cross-section portion 22, the horizontal member 40, and the dash lower panel 10 constitute a hollow dash cross member 80 that is continuous in the vehicle width direction. The closed cross section C7 formed by the horizontal member 40 is continuous with the closed cross section C1 formed by the first horizontal closed cross section 22. The dash cross member 80 connects the front end portion of the side sill 50 and the front end portion of the tunnel member 30. In other words, the vehicle outer end portion of the dash cross member 80 is supported by the front end portion of the side sill 50, and the center portion of the dash cross member 80 is supported by the front end portion of the tunnel member 30. The dash cross member 80 will be described in detail later.

As shown in FIGS. 4, 6, and 8, the front end portion of the side sill 50 is joined to the vehicle width direction end portion (left and right end portions) of the dash lower panel 10. The side sill 50 is a hollow member extending in the front-rear direction, and includes a side sill inner panel 51 on the vehicle compartment 2 side and a side sill outer panel 52 on the vehicle exterior side. A jack-up stiffener 53 that extends in the front-rear direction between the side sill inner panel 51 and the side sill outer panel 52 is installed at the front end of the side sill 50.
In addition, as shown in FIG. 8, the front pillar lower 4 is also joined to the dash flange part 18 provided in the vehicle width direction end part of the dash lower panel 10. The side sill 50 connects a lower end portion of the front pillar lower 4 and a lower end portion of a center pillar (not shown).

As shown in FIG. 8, the side sill inner panel 51 is basically formed in a groove shape (hat shape) that opens to the vehicle outer side in a cross-sectional view. The front end portion 51a of the side sill inner panel 51 is overlapped with the lateral flange portion 22d of the first laterally closed cross section 22 from the vehicle compartment 2 side. And the front end part 51a of the side sill inner panel 51, the horizontal flange part 22d, and the dash flange part 18 are mutually joined by spot welding (three pieces joining). At this time, the front end portion 51a of the side sill inner panel 51 is disposed opposite to the rear of the vertical wall portion 22a of the first laterally closed cross section 22 (see FIGS. 4 and 6). Therefore, even if the joint between the side sill inner panel 51 and the lateral flange portion 22d is released during the front collision, the vertical wall portion 22a of the first laterally closed cross-section portion 22 abuts on the front end portion 51a of the side sill inner panel 51. Become.
The shape and structure of the side sill inner panel 51 are not particularly limited. For example, the side sill inner panel 51 is divided into two parts by dividing the side sill inner panel 51 into upper and lower parts. You may make it pinch | interpose.

  The jack-up stiffener 53 is a member that reinforces the side sill 50 and supports the load during jack-up. The upper end portion and the lower end portion of the jack-up stiffener 53 are sandwiched between the side sill inner panel 51 and the side sill outer panel 52, respectively. A stiffener flange portion 53 a that is bent toward the outer side in the vehicle width direction is provided at the front end portion of the jack-up stiffener 53.

As shown in FIGS. 3 and 5, an outrigger 60 extending in the vehicle width direction is joined to the power source device chamber 3 side of the dash lower panel 10.
The outrigger 60 extends in the vehicle width direction on the opposite side of the first laterally closed cross section 22 with the dash lower panel 10 interposed therebetween. That is, the outrigger 60 covers the lower ridge line portion 16 of the wheel arch-shaped portion 14 from the power source device chamber 3 side. The outrigger 60 forms a plurality of closed sections extending in the vehicle width direction in cooperation with the dash lower panel 10. An outer end 60 a (see FIG. 6) of the outrigger 60 in the vehicle width direction extends beyond the outer end (dash flange 18) of the dash lower panel 10, and the stiffener flange of the jack-up stiffener 53. It is joined to the portion 53a. The end of the outrigger 60 on the inner side in the vehicle width direction is joined to the bottom surface of the bent portion 71 of the front side frame 70 described later.

  As shown in FIG. 5, the outrigger 60 is formed in an approximately L shape in a vertical sectional view, and extends outwardly from an outrigger vertical wall portion 61 that extends in the vertical direction and a lower end of the outrigger vertical wall portion 61. And an outrigger bottom wall portion 62. The upper end portion 61a of the outrigger vertical wall portion 61 is disposed between the first horizontal closed cross-section portion 22 and the second horizontal closed cross-section portion 23 and joined to the reinforcing panel 20 via the wheel arch-shaped portion 14 (3 (See * mark in FIG. 5). Further, the vertical middle portion 61b of the outrigger vertical wall portion 61 is located below the first laterally closed cross-section portion 22 (in the vicinity of the ridge line portion 16 below the wheel arch shape portion 14), and the wheel arch shape portion 14 is Are joined to the recess 22c of the first laterally closed cross section 22 (three pieces are joined). A portion between the upper end portion 61 a and the intermediate portion 61 b of the outrigger vertical wall portion 61 is separated from the front surface of the wheel arch-shaped portion 14. Thus, the outrigger first closed cross section C4 extending in the vehicle width direction is formed by the wheel arch-shaped portion 14 and the outrigger vertical wall portion 61 in front of the first horizontal closed cross section 22 (on the opposite side across the dash lower panel 10). Is done. That is, a state in which one closed cross-section having a large cross-sectional area is formed by the first horizontal closed cross-section C1 and the outrigger first closed cross-section C4 is obtained.

  The lower end portion of the outrigger vertical wall portion 61 is disposed below the ridgeline portion 16 on the lower side of the wheel arch-shaped portion 14. In addition, the outrigger bottom wall portion 62 is disposed below the inclined portion 12. A rear end portion of the outrigger bottom wall portion 62 is formed with an outrigger lower flange portion 62a having a substantially inverted L shape in a sectional view. The outrigger lower flange portion 62 a is joined in the vicinity of the boundary portion between the inclined portion 12 and the floor plate portion 13. Thus, the outrigger second closed cross section C5 is formed by the dash lower panel 10 and the outrigger bottom wall portion 62. Thereby, the front side frame 70 and the side sill 50 which will be described later are connected by the hollow structure that forms the first outer closed section C4 and the second outer closed section C5.

As shown in FIGS. 3 and 9, a pair of front side frames 70 extending in the front-rear direction are joined to the dash lower panel 10 on the power source device chamber 3 side.
The pair of front side frames 70 are hollow skeleton members formed in a substantially rectangular tube shape, and support a power source device P such as an engine disposed between the front side frames 70. The front end portions of the front side frames 70 are joined to the left and right end portions of a bumper beam (not shown). The rear end portion of each front side frame 70 is joined to the front plate portion 11 and the inclined portion 12 of the dash lower panel 10 from the power source device chamber 3 side. More specifically, a bent portion 71 that is bent downward along the front plate portion 11 and the inclined portion 12 is provided at the rear end portion of the front side frame 70. The bent portion 71 is formed in a groove shape (hat shape) that opens rearward (or upward) in a cross-sectional view. The bent portion 71 is joined to the dash lower panel 10 to form a front closed section C6 that extends in the front-rear direction in cooperation with the front plate portion 11 and the inclined portion 12. On the opposite side of the bent portion 71 (more specifically, the upper half of the bent portion 71) across the dash lower panel 10, the innermost vertical closed cross-section portion 25 of the reinforcing panel 20 is disposed.

  An attachment portion 72 for attaching a mount portion (not shown) of the power source device P is joined to the lower surface of the bent portion 71. In addition, a pair of stiffeners 73 and 74 are installed inside the bent portion 71 and before and after the attachment portion 72. The stiffeners 73 and 74 are reinforcing plate-like members, and divide the front closed section C6 in the front-rear direction. The upper and lower ends of the stiffeners 73 and 74 are joined to the dash lower panel 10 and the bent portion 71, respectively.

  As shown in FIGS. 4 and 6, the upper wall portion 22 b of the first horizontal closed cross-section portion 22 is a portion corresponding to the ridge line portion 16 that becomes the boundary between the inclined portion 12 that is the general portion 15 and the wheel arch-shaped portion 14. , The width dimension W in the front-rear direction is the maximum. More specifically, the rear end portion (that is, the vertical wall portion 22a) of the upper wall portion 22b extends substantially linearly so as to be positioned rearward as it goes outward in the vehicle width direction. On the other hand, the front end portion of the upper wall portion 22b is formed along the rear surface shape of the inclined portion 12 and the wheel arch-shaped portion 14. The inclined portion 12 facing the front end portion of the upper wall portion 22b extends in a direction substantially parallel to the front-rear direction (parallel to the left-right direction). Further, the wheel arch-shaped portion 14 facing the front end portion of the upper wall portion 22b protrudes in an arc shape on the vehicle compartment 2 side so as to be located rearward as it goes outward in the vehicle width direction. Therefore, the distance between the dash cross member 80 and the vertical wall portion 22a is the largest in the ridge line portion 16 that becomes the boundary between the wheel arch-shaped portion 14 and the inclined portion 12, and consequently the dimension in the front-rear direction of the upper wall portion 22b is large. Become.

  Next, the structure of the tunnel member 30 and the dash cross member 80 will be described in detail mainly with reference to FIGS.

  As shown in FIG. 10 to FIG. 14 (mainly FIG. 11), the front tunnel member 31 is a member formed by bending a general steel plate having a lower strength than a high-tensile steel plate into a groove shape opened downward by press molding. is there. The front tunnel member 31 includes a front tunnel upper wall portion 31a that constitutes an upper wall, a front tunnel left wall portion 31b that extends downward from the left and right end portions of the front tunnel upper wall portion 31a, respectively, and a right side of the front tunnel. A wall portion 31c and a front tunnel flange portion 31d formed by bending at the front end portion and the lower end portion of the upper wall and the side wall are provided. The front tunnel upper wall portion 31a is inclined so as to be positioned upward as it goes forward. The front tunnel upper wall portion 31a has a bead-shaped portion 31e extending in the vehicle width direction at the center portion in the front-rear direction. The bead-shaped portion 31e has a convex surface on the side of the compartment 2 and a concave shape on the side opposite to the compartment 2 (see FIG. 14). In the present embodiment, the left side wall part 31b and the right side wall part 31c are formed flat. The front tunnel flange portion 31 d is joined to the edge portion of the notch portion 17. A tunnel left ridge line portion 31f that is a ridge line on the left side is extended in the front-rear direction by a bent portion where the front tunnel upper wall portion 31a and the front tunnel left wall portion 31b are continuous. Further, a tunnel right ridge line portion 31g which is a right ridge line is extended in the front-rear direction by a bent portion where the front tunnel upper wall portion 31a and the front tunnel right wall portion 31c are continuous.

The rear tunnel member 32 is a member constituting the main body of the tunnel member 30. The rear tunnel member 32 is, for example, a member formed by bending a high-tensile steel plate into a groove shape opened downward by hot stamping, and extends substantially horizontally. The inner ends of the floor panel in the vehicle width direction are joined to the left and right lower ends of the rear tunnel member 32.
Here, hot stamping is also referred to as hot press forming, and is a forming method in which pressing is performed in a state where the steel sheet is heated and softened, and at the same time, quenching is performed by a cooling effect by contact with a mold. The heat softening suppresses the spring back of the steel sheet to improve the dimensional accuracy, and the strength of the member can be increased by quenching.

  As shown in FIGS. 12 to 14, the tunnel closed section forming member 33 is a belt-like member having a width in the front-rear direction smaller than that of the front tunnel member 31. The tunnel closed cross-section forming member 33 is formed, for example, by bending an elongated strip-shaped high-tensile steel plate into an inverted U shape by press molding. The tunnel closed cross-section forming member 33 includes an upper strip portion 33a joined to the back surface of the front tunnel upper wall portion 31a, a left strip portion 33b joined to the back surface of the front tunnel left wall portion 31b, and the front tunnel right wall portion 31c. And a bead-shaped portion 33d having a concave surface on the front tunnel member 31 side and a convex surface on the opposite side. The tunnel closed cross-section forming member 33 is joined to the center portion in the front-rear direction of the front tunnel member 31.

  The bead-shaped portion 33d is formed continuously at the central portion in the short direction of the tunnel closed section forming member 33 over the entire length in the longitudinal direction. The bead-shaped portion 33 d forms a closed section C <b> 8 away from the back surface of the front tunnel member 31 when the tunnel closed section forming member 33 is joined to the front tunnel member 31. As a result, a tunnel closed cross-section 35 that continues in the vehicle width direction from the front tunnel left wall portion 31b through the front tunnel upper wall portion 31a to the front tunnel right wall portion 31c is formed in the center portion in the front-rear direction of the front tunnel member 31. Is done. The tunnel closed cross-section 35 constitutes a part of the center of a dash cross member 80 described later.

  Further, in the front tunnel member 31, the front fragile portion 36 and the rear fragile portion 37 are located in the front and rear regions of the portion where the tunnel closed cross-section forming member 33 is joined (that is, the tunnel closed cross-section portion 35). It is formed. Since the front fragile portion 36 and the rear fragile portion 37 are made of, for example, a single general steel plate, they are more resistant to loads from the front than the rear tunnel member 32 as a tunnel main body portion formed of a high-tensile steel plate. Compressive strength is small. In addition, the front weak portion 36 and the rear weak portion 37 are not reinforced by the tunnel closed cross-section forming member 33, and therefore have a lower compressive strength than the tunnel closed cross-section 35.

  As shown in FIG. 13, the lower end portion of the left belt portion 33b is joined to the left side member end flange portion 45 on the left side via the upper tunnel left wall portion 31b on both the front and rear sides of the bead shape portion 33d (three pieces are joined). Has been. Although illustration is omitted, similarly, the lower end portion of the right belt portion 33c is also joined to the right side member end flange portion 45 on the right side via the upper tunnel right wall portion 31c on the front and rear sides of the bead-shaped portion 33d (three pieces). Have been joined). In other words, the lateral members 40 provided on the left and right sides of the front tunnel member 31 are connected by the tunnel closed section forming member 33.

  Moreover, as shown in FIG. 14, the upper belt | band | zone part 33a is joined along the bead shape part 31e of the front side tunnel upper wall part 31a. Thereby, the bead shape part 33d of the upper belt part 33a will be in the state arrange | positioned facing the bead shape part 31e of the front side tunnel upper wall part 31a. Therefore, the cross-sectional area of the portion corresponding to the front tunnel upper wall portion 31a in the tunnel closed cross-section portion 35 is increased, and the rigidity and strength are improved.

  As shown in FIG. 14, the tunnel closed section forming member 33 is joined to the back surface of the front tunnel member 31. On the other hand, a lateral member 40 as a part of a panel closed section forming member 83 to be described later is joined to a surface of the dash lower panel 10 on the vehicle compartment 2 side. Therefore, compared with the case where the tunnel closed cross-section forming member 33 is joined to the surface of the front tunnel member 31 on the vehicle compartment 2 side, the vertical offset amount H of the closed cross-section C7 and the closed cross-section C8 is reduced.

  As shown in FIG. 10, the dash cross member 80 is a skeleton member that is provided on the dash lower panel 10 and that forms a closed cross section extending in the vehicle width direction. The dash cross member 80 has a convex shape in which the central portion is positioned forward of both ends in the vehicle width direction in plan view. The dash cross member 80 includes a panel closed section forming member 83 that forms a closed section in cooperation with the dash lower panel 10, and a tunnel closed section forming member 33 that forms a closed section in cooperation with the front tunnel member 31. I have.

  The panel closed cross-section forming member 83 is a member joined to the surface of the dash lower panel 10 on the vehicle compartment 2 side on both sides of the tunnel member 30. The panel closed cross-section forming member 83 includes a lateral member 40 as a pair of vehicle width direction members 81 installed in parallel to the vehicle width direction on both sides of the tunnel member 30 in the vehicle width direction, and an outer end portion of the vehicle width direction member 81. The first laterally closed cross-section portion 22 as a pair of rearward inclined members 82 that are connected to each other and are located rearward toward the outer side in the vehicle width direction. The lateral member 40 as the vehicle width direction member 81 is connected to the tunnel closed section forming member 33 via the front tunnel member 31. The first horizontal closed cross section 22 as the rear inclined member 82 is formed integrally with the reinforcing panel 20.

  As shown in FIG. 15, the closed cross section C <b> 7 formed by the horizontal member 40 as the vehicle width direction member 81 and the dash lower panel 10 is formed by the first horizontal closed cross section 22 as the rear inclined member 82 and the dash lower panel 10. The sectional area is smaller than the formed closed section C1 (see FIGS. 5 and 6). Further, the first laterally closed cross-section portion 22 as the rear inclined member 82 is disposed obliquely like a brace with respect to the lateral member 40 as the vehicle width direction member 81. Therefore, the vehicle width direction member 81 has lower bending strength than the rear inclined member 82 with respect to the load from the front.

  As shown in FIG. 15, a pedal bracket 90 for supporting an accelerator pedal or the like (not shown) of the automobile V is installed on the left inclined portion 12 of the dash lower panel 10. The pedal bracket 90 is installed across the lateral member 40 as the vehicle width direction member 81 in the vertical direction. Specifically, the pedal bracket 90 includes a bracket main body 91 disposed with a clearance S on the rear side with respect to the horizontal member 40, and extends forward from the upper end of the bracket main body 91. The upper leg portion 92 joined to the inclined portion 12 and the lower leg portion 93 extending downward from the lower end of the bracket main body 91 and joined to the inclined portion 12 below and behind the lateral member 40. . The bracket body 91 is formed with a through hole 91a for attaching an accelerator pedal or the like.

  Next, the operation at the time of the front collision of the vehicle body structure 1 according to this embodiment will be described with reference to FIGS. 16 and 17 (FIGS. 1 to 15 as appropriate).

  As shown in FIG. 16A, in a state before the collision, the power source device P such as an engine is disposed at a position spaced forward from the dash lower panel 10. When the automobile V collides forward, the power source device P moves backward. At this time, since the dash cross member 80 has a convex shape with the center portion positioned forward of both ends in the vehicle width direction in plan view, the retracted power source device P is connected to the dash cross via the dash lower panel 10. The member 80 abuts near the center of the member 80 and near the front end of the tunnel member 30.

  As shown in FIG. 16B, when a collision load acts on the front end of the tunnel member 30 due to the retreat of the power source device P, the front tunnel member 31 having a lower compressive strength than the rear tunnel member 32 constituting the tunnel main body. The front weak portion 36 and the rear weak portion 37 are compressed and deformed. Thereby, collision energy is absorbed. At this time, the tunnel closed cross-section portion 35 has higher compressive strength than the front and rear weak portions 36 and 37, and the vicinity of the lower end portion is supported by the left and right lateral members 40, so that the shape of the closed cross-section is maintained. While deforming to tilt backward.

  Further, since the front tunnel member 31 is inclined so as to be positioned upward as it goes forward, the front weak portion 36 and the rear weak portion 37 are easily deformed as compared with a case where the front tunnel member 31 is horizontally disposed ( Easy to bend). For example, FIG. 16B shows a case where the front weak portion 36 is bent so as to ride on the tunnel closed section 35 and the rear weak portion 37 is bent so as to sink into the rear tunnel member 32. Yes.

  Further, as shown in FIG. 17, the dash cross member 80 is deformed by the collision load so that the vehicle width direction member 81 (lateral member 40) and the tunnel closed cross-section 35 are bent backward in an arcuate shape (arc shape) ( (See the thick broken line in FIG. 17). This is because the vehicle width direction member 81 has a lower bending strength than the rear inclined member 82 with respect to the load from the front. Thereby, the deformation | transformation of the front side weak part 36 and the rear side weak part 37 is accelerated | stimulated.

  The vehicle body structure 1 according to the present embodiment is basically configured as described above. Next, operational effects of the vehicle body structure 1 will be described.

  According to the vehicle body structure 1 according to the present embodiment, the dash cross member 80 has a convex shape in which the central portion is located forward of both ends in the vehicle width direction in a plan view. When the device P moves backward, the central portion of the dash cross member 80 is first pressed by the power source device P. The front fragile portion 36 provided on the front side of the tunnel closed cross-section portion 35 that constitutes a part of the center portion of the dash cross member 80 is a rear portion of the tunnel main body disposed behind the tunnel closed cross-section portion 35. Since the compressive strength is lower than the side tunnel member 32 with respect to the load from the front, when the power source device P moves backward, the front weak portion 36 is crushed before the rear side tunnel member 32 to absorb the collision energy. can do. Therefore, the acceleration of deceleration applied to the occupant can be reduced.

  Further, as shown in FIG. 14, the lateral member 40 as the panel closed section forming member 83 is joined to the surface of the dash lower panel 10 on the side of the passenger compartment 2, and the tunnel closed section forming member 33 is connected to the passenger compartment 2 of the front tunnel member 31. Therefore, the offset amount H in the vertical direction of the closed section C7 formed by the transverse member 40 and the closed section C8 formed by the tunnel closed section forming member 33 is reduced. Therefore, the bending strength of the dash cross member 80 can be increased.

  In addition, as shown in FIG. 16, the front tunnel member 31 has a lower compressive strength than the rear tunnel member 32 with respect to a load from the front between the tunnel closed cross-section 35 and the rear tunnel member 32. Since it has the side weak part 37, the absorption amount of collision energy increases together with the front side weak part 36. FIG. Therefore, the acceleration of deceleration applied to the occupant can be further reduced.

  Further, as shown in FIGS. 10 and 17, the transverse member 40 as a pair of vehicle width direction members 81 is connected by a tunnel closed cross-section forming member 33, and a pair of rearward inclined members 82 functioning like a brace. The outer end of the lateral member 40 is supported by the laterally closed cross section 22. Therefore, when the power source device P is retracted due to the front collision, the center portion of the dash cross member 80 formed by the pair of lateral members 40 and the tunnel closed cross-section forming member 33 is easily bent backward in an arcuate shape, and the front side weakness The deformation of the portion 36 and the rear weak portion 37 is promoted. Therefore, the acceleration of deceleration applied to the occupant can be further reduced.

  Further, the lateral member 40 as the vehicle width direction member 81 has lower bending strength than the first laterally closed cross-section portion 22 as the rear inclined member 82 with respect to the load from the front. The center portion of the dash cross member 80 formed by the cross-section forming member 33 is more easily bent backward in an arcuate shape.

  Further, as shown in FIG. 14, the tunnel closed cross-section 35, the front weak portion 36 and the rear weak portion 37 are provided on the front tunnel member 31 that is inclined so as to be positioned upward as it goes forward. The compressive deformation (bending deformation) of the front weak part 36 and the rear weak part 37 is promoted. Moreover, since the rear side tunnel member 32 which comprises a tunnel main-body part is connected with the rear end of the front side tunnel member 31, and extends substantially horizontally, a deformation | transformation is suppressed. Therefore, it is possible to achieve both the acceleration of collision energy absorption and the suppression of deformation of the passenger compartment 2.

  Further, as shown in FIG. 15, the pedal bracket 90 is joined to the dash lower panel 10 so as to straddle the lateral member 40 as the vehicle width direction member and has a clearance S in the front-rear direction with respect to the lateral member 40. When the dash cross member 80 is bent backward in an arcuate shape, the lateral member 40 can be prevented from interfering with the pedal bracket 90.

  Also, as shown in FIGS. 4 and 10, since the first laterally closed cross-section portion 22 as the rear inclined member is formed integrally with the reinforcing panel 20, the center portion of the dash cross member 80 is supported like a brace. Function is enhanced. Therefore, the center part of the dash cross member 80 is easily bent.

  Further, as shown in FIG. 14, the front tunnel member 31 has a closed cross section C8 formed by the bead shape portion 31e of the front tunnel upper wall portion 31a and the bead shape portion 33d of the tunnel closed cross section forming member 33. The rigidity of the tunnel closed section 35 is improved. Therefore, the deformation | transformation of the front side weak part 36 and the rear side weak part 37 can be accelerated | stimulated.

  The vehicle body structure 1 according to the present embodiment has been described in detail with reference to the drawings. However, the present invention is not limited to this, and can be appropriately changed without departing from the gist of the present invention.

  For example, the first laterally closed cross section 22 may be configured separately from the reinforcing panel 20. Moreover, you may form the 1st horizontal closed cross-section part 22 and the horizontal member 40 integrally.

  Next, the vertical member 110, the upper horizontal member 120, and the joint cover 170 installed on the front plate portion 11 of the dash lower panel 10 will be described in detail with reference to FIGS.

  As shown in FIGS. 18 to 21 (mainly FIG. 19), the vertical member 110 extends upward from the front end portion of the tunnel member 30 and is joined to the surface of the front plate portion 11 on the vehicle compartment 2 side. It is. The vertical member 110 is composed of two members, a left vertical member 111 on the left side and a right vertical member 112 on the right side. The left vertical member 111 and the right vertical member 112 are arranged separately in the vehicle width direction.

  As shown in FIG. 20, the left vertical member 111 and the right vertical member 112 are formed in a substantially hat shape (groove shape with a flange) in a horizontal sectional view, and the center in the vehicle width direction is on the side of the vehicle compartment 2. Bulges. Thus, two independent closed cross sections C9 are formed between the left vertical member 111 and the front plate portion 11 and between the right vertical member 112 and the front plate portion 11.

  As shown in FIG. 19, the lower end portion 111 a of the left vertical member 111 is abutted and joined to the vicinity of the tunnel left ridge line portion 31 f of the front tunnel member 31, and the lower end portion 112 a of the right vertical member 112 is connected to the tunnel of the front tunnel member 31. It is abutted and joined to the vicinity of the right ridge line portion 31g. In the present embodiment, the left ridge line 111b of the left vertical member 111 is continuous with the tunnel left ridge line portion 31f. The left ridge 112b of the right vertical member 112 is continuous with the tunnel right ridge 31g. Thereby, since the vertical member 110 continues to the ridgeline of the tunnel member 30 with high rigidity, the rigidity of the dash lower panel 10 is improved.

As shown in FIG. 21, the upper end portion 111 c of the left vertical member 111 is joined to the rear inclined surface 201 of the dash upper panel 200 via the dash lower panel 10. Although not shown, similarly, the upper end portion of the right vertical member 112 is also joined to the rear inclined surface 201 via the dash lower panel 10.
Here, the dash upper panel 200 is a member constituting the upper half of the dashboard, and is formed, for example, by bending a high-tensile steel plate into a predetermined shape by press molding. The dash upper panel 200 is formed in a groove shape that opens upward in a vertical sectional view in the front-rear direction. The dash upper panel 200 has a rear inclined surface 201 that is inclined so as to be positioned upward as it goes rearward. The rear inclined surface 201 constitutes a part of the rear wall of the groove shape.

  As shown in FIG. 18, the upper horizontal member 120 is a reinforcing member that extends from the vertical member 110 toward the outer side in the vehicle width direction, and is joined to the surface of the front plate portion 11 on the vehicle compartment 2 side. The upper horizontal member 120 is composed of two members: an upper left horizontal member 130 extending from the left vertical member 111 to the left in the vehicle width direction, and an upper right horizontal member 160 extending from the right vertical member 112 to the right in the vehicle width direction. It is configured.

  As shown in FIGS. 22 to 24, the upper left lateral member 130, which is one of the upper lateral members 120, further includes a master cylinder mounting bracket 140 disposed on the outer side (left side) in the vehicle width direction, and the master cylinder mounting bracket. 140 and the brace part 150 which connects the left vertical member 111 to each other.

  The master cylinder mounting bracket 140 is a member to which a brake master cylinder BM that supplies brake fluid to the brake is mounted. The master cylinder mounting bracket 140 has a substantially rectangular shape with rounded corners when viewed from the rear, and is formed by bending or punching a high-tensile steel plate into a predetermined shape by press molding, for example. The master cylinder mounting bracket 140 includes a circular through-hole 141 formed at the center, four bosses 142 provided around the through-hole 141, and an annular bulge that surrounds the through-hole 141 and the boss 142 in an annular shape. Part 143 and an annular flange part 144 outside the annular bulge part 143.

  The through hole 141 is a hole through which a part of the brake master cylinder BM is inserted and advanced (exposed) to the vehicle compartment 2 side. The front plate portion 11 has a through hole 11 a having the same diameter at a position corresponding to the through hole 141 of the master cylinder mounting bracket 140. A brake master cylinder BM is installed on the power source device chamber 3 side of the front plate portion 11 and on the periphery of the through hole 11a. The brake master cylinder BM is fastened and fixed to the front plate portion 11 and the master cylinder mounting bracket 140 by bolts (not shown) inserted through the four boss portions 142.

  As shown in FIGS. 23 and 24, the annular bulging portion 143 is spaced from the front plate portion 11 toward the vehicle compartment 2, and forms an annular closed cross section C <b> 10 with the front plate portion 11. . Thereby, the mounting rigidity of the brake master cylinder BM is improved.

  The annular flange portion 144 is a portion joined to the front plate portion 11. The master cylinder mounting bracket 140 is joined to the front plate portion 11 even inside the annular bulging portion 143. The joining structure of the annular flange portion 144 will be described later.

  As shown in FIGS. 22 and 23, the brace portion 150 is a reinforcing member formed in a substantially hat shape (see FIG. 29) in a vertical sectional view. The brace part 150 extends horizontally from the left vertical member 111 to a substantially central part in the longitudinal direction, and bends and extends so as to be positioned upward as it goes from the left vertical member 111 toward the left end part 150a. The brace part 150 has a brace bulging part 151 extending along the longitudinal direction and an extending part 152 extending downward from a substantially central part in the longitudinal direction. A left end 150 a of the brace 150 is joined to the master cylinder mounting bracket 140. A right end 150 b of the brace 150 is joined to the left vertical member 111.

  The brace bulging portion 151 is separated from the front plate portion 11 toward the vehicle compartment 2 side, and forms a closed cross section C11 with the front plate portion 11. The brace part 150 is joined to the front plate part 11 by spot welding, for example, above and below the brace bulge part 151. The extension part 152 is a plate-like part that extends along the front plate part 11 and the inclined part 12. The joining structure of the extension 152 will be described later.

  As shown in FIGS. 22 to 24, the master cylinder mounting bracket 140 disposed at the outer end in the vehicle width direction of the upper left lateral member 130 that is one of the upper lateral members 120 is connected to the rear end of the front side frame 70. It overlaps in the vehicle width direction (refer to area Z in FIG. 22). Specifically, the master cylinder mounting bracket 140 is disposed directly above the front side frame 70 (offset in the vertical direction). Because the master cylinder mounting bracket 140 improves the rigidity of the dash lower panel 10 in the vicinity of the rear end portion of the front side frame 70, vibrations of the dash lower panel 10 and the front side frame 70 can be reduced.

  As shown in FIGS. 25 and 26, the upper right lateral member 160, which is the other of the upper lateral members 120, is formed in a groove shape opening toward the dash lower panel 10 and extends in the vehicle width direction 161. And a plate-like vibration damping portion 162 that extends from the lateral bone portion 161 along the dash lower panel 10 and is attached with a vibration damping material S (see FIG. 26). The upper right lateral member 160 is formed integrally with the lateral bone portion 161 and the vibration damping portion 162 by bending or punching one high-tensile steel plate into a predetermined shape by press molding, for example.

  The lateral bone portion 161 is separated from the front plate portion 11 toward the vehicle compartment 2 and forms a closed cross section C12 with the front plate portion 11. The left end portion 161 a of the horizontal bone portion 161 is joined to the right vertical member 112. The right end portion 161b of the horizontal bone portion 161 extends to above the right reinforcing panel 20. A horizontal bone flange portion 161 c is provided at the lower edge of the horizontal bone portion 161 and is joined to the front plate portion 11. A vibration damping portion 162 extends from the upper edge of the lateral bone portion 161.

  The damping part 162 is a metal plate-like part and is joined to the front plate part 11. The area of the damping unit 162 is larger than the area (projected area) of the transverse bone part 161. A damping material S is affixed to the surface of the damping unit 162 on the vehicle compartment 2 side. The vibration damping portion 162 has a substantially U-shaped cutout portion 162 a for avoiding the long hole 11 b provided in the front plate portion 11.

  As shown in FIGS. 18 and 27 to 29, the dash lower panel 10 has a shaft insertion hole 19 that is a through hole for inserting the steering shaft SH (see FIG. 29). The shaft insertion hole 19 is formed between the left reinforcing panel 20 and the tunnel member 30. A joint cover 170 is joined to the shaft insertion hole 19 from the power source device chamber 3 side. Hereinafter, the joint structure of the joint cover 170 will be described.

  As shown in FIGS. 27 and 29, the joint cover 170 is a metal member that covers the space between the steering shaft SH and the dash lower panel 10. The joint cover 170 has a shape that is obtained by obliquely cutting a cylinder, and is formed on a semi-cylindrical peripheral wall portion 171, a bottom wall portion 172 that continues below the peripheral wall portion 171, and an outer edge of the peripheral wall portion 171. The peripheral wall flange portion 173 and the bottom wall flange portion 174 formed on the outer edge of the bottom wall portion 172 are provided. An oval through hole 175 is formed at the center of the bottom wall 172, and the steering shaft SH is inserted therethrough.

As shown in FIGS. 27 to 29, the peripheral wall flange portion 173 is disposed so as to overlap the left edge portion 19a, the upper edge portion 19b, and the right edge portion 19c of the shaft insertion hole 19 from the power source device chamber 3 side.
On the other hand, a part of the annular flange portion 144 of the master cylinder mounting bracket 140 is disposed on the upper side of the left edge portion 19a of the shaft insertion hole 19 so as to overlap from the vehicle compartment 2 side. Then, the peripheral wall flange portion 173, the left edge portion 19a of the shaft insertion hole 19 (that is, the dash lower panel 10), and the annular flange portion 144 are joined in a stacked manner (see * in FIG. 29; the same applies hereinafter).

  Further, a part of the lower flange portion 150c of the brace portion 150 (a portion on the left side of the extending portion 152) is disposed so as to overlap the upper edge portion 19b of the shaft insertion hole 19 from the vehicle compartment 2 side. The peripheral wall flange portion 173, the upper edge portion 19b of the shaft insertion hole 19 (that is, the dash lower panel 10), and the lower flange portion 150c of the brace portion 150 are joined in a three-ply manner.

  Further, the extending portion 152 is disposed so as to overlap the right edge portion 19c of the shaft insertion hole 19 from the vehicle compartment 2 side. And the peripheral wall flange part 173, the right edge part 19c (namely, dash lower panel 10) of the shaft penetration hole 19, and the extension part 152 are joined by 3 sheets overlap.

  Further, an end portion 20 a on the inner side in the vehicle width direction of the left reinforcing panel 20 is disposed below the left edge portion 19 a of the shaft insertion hole 19 so as to overlap from the vehicle compartment 2 side. The end portion 20a of the reinforcing panel 20, the left edge portion 19a of the shaft insertion hole 19 (that is, the dash lower panel 10), and the peripheral wall flange portion 173 are joined in a three-ply manner.

Furthermore, the bottom wall flange portion 174 is disposed so as to overlap the lower edge portion 19 d of the shaft insertion hole 19 from the power source device chamber 3 side.
On the other hand, the lateral member upper flange portion 44 of the left lateral member 40 is disposed so as to overlap the lower edge portion 19d of the shaft insertion hole 19 from the vehicle compartment 2 side. The horizontal member upper flange portion 44, the lower edge portion 19d of the shaft insertion hole 19 (that is, the dash lower panel 10), and the bottom wall flange portion 174 are joined in a three-layer manner.

  In other words, the peripheral wall flange portion 173 and the bottom wall flange portion 174 of the joint cover 170 are joined to the master cylinder mounting bracket 140, the brace portion 150, the reinforcing panel 20, and the lateral member 40 via the dash lower panel 10, respectively. . As a result, it is possible to compensate for the decrease in rigidity caused by forming the shaft insertion hole 19 in the dash lower panel 10 and to improve the vibration damping performance.

  Next, the effect of the vehicle body structure 1 according to the present embodiment will be described in detail with reference to FIGS. 18 to 29 as appropriate.

  As shown in FIGS. 18 and 22 to 24, according to the vehicle body structure 1 according to the present embodiment, the master cylinder mounting bracket 140 disposed at least at the outer end in the vehicle width direction of the upper left lateral member 130 is the front Since it overlaps with the rear end portion of the side frame 70 in the vehicle width direction (see region Z in FIG. 22), the rigidity of the dash lower panel 10 near the rear end portion of the front side frame 70 is increased by the master cylinder mounting bracket 140. Enhanced. Thereby, vibration of the dash lower panel 10 and the front side frame 70 can be reduced while suppressing an increase in the plate thickness of the dash lower panel 10 and an increase in the number of attached damping materials.

  Further, the front tunnel member 31 in FIGS. 19 to 21 is formed in a groove shape that opens downward, and has a tunnel left ridge line portion 31f and a tunnel right ridge line portion 31g extending in the front-rear direction. Even if the plate thickness and the cross section (closed cross section C9) are reduced, the dash lower panel 10 can be sufficiently reinforced. Further, the lower end 111a of the left vertical member 111 and the lower end 112a of the right vertical member 112 are respectively abutted and joined to the tunnel left ridge line part 31f and the tunnel right ridge line part 31g, and the left vertical member 111 and the right vertical member 112 are Since they are arranged separately from each other in the vehicle width direction, it is possible to improve the steering feeling given to the occupant while allowing deformation of the central portion of the dash lower panel 10.

  Further, since the master cylinder mounting bracket 140 is connected to the left vertical member 111 via the brace portion 150, the mounting strength of the brake master cylinder BM is improved.

  Further, since the upper right lateral member 160 is formed integrally with the lateral bone portion 161 and the vibration damping portion 162, the vibration damping performance and productivity of the upper right lateral member 160 are improved.

  Further, since the joint cover 170 is joined to the master cylinder mounting bracket 140 and the brace portion 150 with the dash lower panel 10 interposed therebetween, the rigidity reduction of the dash lower panel 10 due to the formation of the shaft insertion hole 19 is reduced, and the vibration damping performance is reduced. Can be improved.

  In addition, since the joint cover 170 is joined to the reinforcing panel 20 and the lateral member 40 with the dash lower panel 10 interposed therebetween, the reduction in rigidity of the dash lower panel 10 due to the formation of the shaft insertion hole 19 is further reduced, and vibration damping performance is improved. This can be further improved.

  Moreover, since the upper end part of the vertical member 110 is joined to the rear inclined surface 201 positioned upward as it goes rearward of the dash upper panel 200, vibrations in the vertical direction and the front-rear direction can be suppressed.

  The vehicle body structure 1 according to the present embodiment has been described in detail with reference to the drawings. However, the present invention is not limited to this, and can be appropriately changed without departing from the gist of the present invention.

  For example, the left vertical member 111 and the right vertical member 112 may be integrally formed. Further, the master cylinder mounting bracket 140 and the brace portion 150 may be integrally formed.

DESCRIPTION OF SYMBOLS 1 Body structure 2 Car compartment 3 Power source device room 10 Dash lower panel 14 Wheel arch-shaped part 20 Reinforcement panel 22 1st horizontal closed cross-section part (backward inclination member)
30 Tunnel member 31 Front tunnel member 32 Rear tunnel member (tunnel body)
33 Tunnel closed cross section forming member 35 Tunnel closed cross section 36 Front weak part 37 Rear weak part 40 Lateral member (vehicle width direction member, lower transverse member)
80 Dash cross member 81 Vehicle width direction member 82 Rear inclined member 83 Panel closed cross-section forming member 90 Pedal bracket 110 Vertical member 111 Left vertical member 112 Right vertical member 120 Upper horizontal member 130 Upper left horizontal member 140 Master cylinder mounting bracket 150 Brace part 160 Upper right lateral member 161 Horizontal bone portion 162 Damping portion 170 Joint cover 200 Dash upper panel 201 Rear inclined surface

Claims (7)

A dash lower panel that partitions the power source device room and the vehicle compartment;
A dash cross member provided on the dash lower panel and forming a closed cross section extending in the vehicle width direction;
A tunnel member provided in the vehicle width direction central portion of the dash lower panel and extending in the front-rear direction in a groove shape opening downward;
A vertical member extending upward from the front end of the tunnel member and joined to the dash lower panel;
A pair of left and right upper horizontal members extending from the vertical members toward the outside in the vehicle width direction and joined to the dash lower panel;
A front side frame that extends in the front-rear direction in the power source device chamber and has a rear end joined to the dash lower panel,
The dash cross member has a convex shape in which the central portion is located forward of both ends in the vehicle width direction in plan view,
The tunnel member is provided on a tunnel closed cross-sectional portion constituting a part of a central portion of the dash cross member, a front weak portion provided on the front side of the tunnel closed cross-sectional portion, and a rear side of the tunnel closed cross-sectional portion. A tunnel main body, and
The front weak portion has a lower compressive strength than the tunnel main body with respect to the load from the front,
The vehicle body structure characterized in that at least one of the upper side members in the vehicle width direction outer end portion overlaps the rear end portion of the front side frame in the vehicle width direction. The tunnel member has a tunnel ridge line portion on the upper surface which is a pair of left and right ridge lines extending in the front-rear direction,
The vertical member consists of a pair of left and right vertical members arranged separately in the vehicle width direction,
The vehicle body structure according to claim 10, wherein lower end portions of the pair of left and right vertical members are abutted and joined to the pair of left and right tunnel ridge lines.   One of the upper horizontal members is disposed on the outer side in the vehicle width direction, and includes a master cylinder mounting bracket for mounting a brake master cylinder, and a brace portion connecting the master cylinder mounting bracket and the vertical member. The vehicle body structure according to claim 10.   The other upper lateral member includes a lateral bone portion formed in a groove shape opening toward the dash lower panel and extending in the vehicle width direction, and a vibration damping material extending from the lateral bone portion along the dash lower panel The vehicle body structure according to claim 12, wherein the plate-like vibration damping portion to which is attached is integrally formed. A joint cover that covers a gap between the steering shaft penetrating the dash lower panel and the dash lower panel from the power source device chamber side;
The vehicle body structure according to claim 12, wherein the joint cover is joined to the master cylinder mounting bracket and the brace portion with the dash lower panel interposed therebetween. A reinforcing panel that covers the wheel arch-shaped portion provided at the vehicle width direction end of the dash lower panel from the passenger compartment side;
A lower lateral member that constitutes a dash cross member by connecting between the reinforcing panel and the tunnel member;
The vehicle body structure according to claim 14, wherein the joint cover is joined to the reinforcing panel and the lower lateral member with the dash lower panel interposed therebetween. A dash upper panel provided above the dash lower panel and extending in the vehicle width direction in a groove shape opening upward;
The dash upper panel has a rear inclined surface positioned upward as it goes rearward,
The vehicle body structure according to any one of claims 10 to 15, wherein an upper end portion of the vertical member is joined to the rear inclined surface.

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